Vehicle air conditioning system



June 8, 1937. T. A. BANNING. JR

v VEHICLE AIR CONDITIONING SYSTEM Original Filed Sept. 29. 1930 7 Sheets-Sheet 1 i \w T43 a 06 H w 3 m VH T m H IN N w T v, 5

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VEHICLE AIR CONDITiONING SYSTEM Original Filed Sept. 29, 1930 7 Sheets-Sheet 2 June 8, 1937. BANMNG' JR .2,083,286

VEHICLE AIR CONDITIONING SYSTEM Original Filed Sept. 29. 1930 7 Sheets-Sheet 3 6 JV hi HT TOE/7E Y June 8, 1937. BANNlNG, JR 2,083,286

VEHICLE AIR CONDITIONING SYSTEM Original Filed Sept. 29. 1930 7 Sheets-Sheet 4 '6 74 m 4 as [/7 vE/vToE:

June 8, 1937. T. A. BANNING. JR 2,083,286

VEHICLE AIR CONDITIONING SYSTEM Original Filed Sept. 29. 1930 7 Sheets-Sheet 5 In YEN TOE THO/7H5 EBB/WW6, fa.

a] his F? T TOEF/E Y.

T. A. BANNING, JR 2,083,286 VEHICLE AIR CONDITIONING SYSTEM Original Filed Sept. 29, 1930 7 Sheets-Shet 6 June 8, 1937.

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VEHICLE AIR CONDITIONING SYSTEM Original Filed Sept. 29. 1930 7 Sheets-Sheet 7 25 do so in the claims.

Patented June 8, 1937 VEHICLE AIR CONDITIONING SYSTEM Thomas A. Banning, -Jr., Wilmette, 111., assignor to Puilman- Standard Car Manufacturing Company, Chicago, 1-11., a corporation of Delaware Original application September 29, 1930, Serial No. 485,170. Divided and this application February 14, 1935, Serial-No. 6,478

6 Claims.

This application is a division of my copending application Serial No. 485,170, for-Refrigerator cars and the like, filed September 29, 1930.

The present invention has to do particularly with improvements in the air conditioning and ventilation of vehicles. More particularly, the invention has to do with improvements in the refrigerating or air conditioning of railway cars. The features herein disclosed, andthe construc- .10 tion herein illustrated and particularly described, have been devised with a view especially to meeting the needs and conditions of refrigerator car construction and operation, but certain of said features may also be advantageously used in connection with air conditioning and ventiating other types of cars, such as, for example, sleeping cars, passenger coaches, dining cars, parlor cars, observation cars, etc. Certain of said features are also well adapted for use in 2 connection with air conditioning and ventilating other enclosures, such as rooms, auditoriums,

etc. Therefore, I do not intend to limit myself particularly to the use and application of said features for refrigerator cars, except as I may One of the features of theinvention relates to an arrangement by means of which the car may be supplied with cold air for refrigeration purposes, the cold air being generated directly by compression, cooling and expansion operations, without the necessity" of using any intermediate refrigerating medium such as ammonia gas (NI-Ia), carbon dioxide (CO2), sulphur dioxide (S02), and other'similar media. It is a further object of the invention to provide an arrangement whereby the power necessary to -operate the compressor is derived directly from one o the axlesof a truck.

A further object in some cases is to provide 40 an arrangement in which the refrigerating apparatus for supplying the 'cold air may be mounted and carried directly by a cradle which is mounted directly on the truck itself, thus making it possible to drive said apparatus.v directly from the axle without complications due to turning of the trucks in taking curves, etc. :This

feature also makes it possible to belt-drive the refrigerating apparatus from the axle if desired, a

and by the use of what is known as a V-belt, or a belt otherv than an ordinary flat belt. This is of practical advantage since experience has demonstrated that flat belts are frequently. tam-v pered with by hobos and other persons seeking belt leather'for various purposes, such as shoe repair, etc. By the use of ajV-belt this difficulty is overcome audit is possible to use a belt drive which will not be tampered with by such persons as the foregoing.

It is a further object of the invention to provide a system of refrigeration in which the use of air or other gases under heavy compression within the-car body itself is entirely eliminated. Whenthe refrigeration of the car body is performed by the use of refrigerating media such as ammonia gas itself, it becomes necessary to use'absolutely gas-tight pipes in the car body itself within which such gases are conducted and retained. Due to vibration and other causes it has been found extremely diflicult and expensive to install and maintain in serviceable condition refrigerating systems embodying the use of such gases. Furthermore, such gases are invariably used in connection with what are known as.

closed circuit systems in which the same gas is used over and over again, being compressed and condensed, then expanded and then returned to the compressor for a new cycle of operations. Due to this circumstance, the use of gas like this necessitates return pipes to the compressor. This makes it necessary to ,carry two pipes to the compressor, one for the outgoing compressed gas, and onefor the returning expanded gas.

It is extremely diificult, if not impossible, to,

place the compressors for such closed circuit fgas this arrangement it isyonly necessary to have a- 1 single connection from the refrigerating appara- 1 tus to the car body, said connection carrying cold air-at substantially atmospheric pressure. Furthermore, by the arrangement of the present invention, the air introduced into the car body is not returned to the compressor but is allowed to work out through openings provided therefor so that a constant ventilation and refreshmentof the contents and space within the car is maintained at alltimes. v a

Another feature in connection with' the foregoing is. to provide a refrigerating system in which the cold, fresh air is introduced into the car body at numerous points, continuously during the operation of the system, said cold air working upwardly through the car body-towards the roof thereof; and there is also provided means "for permitting a corresponding exit ordeliverance v of the warmer air from the upper portion of the interior of the car body. Inasmuch as the rate of circulation through the car body is relatively low, being only suflicient to maintain the desired refrigerating action in the case of a refrigerator car; the exits or delivery openings in the upper portion of the car may be made of relatively small size and extremely simpleconstruction. For these and other reasons it is unnecessary to provide hatches or similar openings in the roof of the car, thereby materially simplifying and reducing the cost of construction of the structionis such that it is readily accessible for purposes of cleaning or repair-the filter constituting a portion of the refrigerating-unit and .25 being locatedin a very accessible position. The i arrangement is such that the filter can be readily reached and operated upon by a vacuum cleaner or similar device for removing the accumulated 30 dust from time to time.

' will be noted that the same includes a heat exchanger located between the air compressor and the air motor in which the compressed air is expanded back to atmospheric pressure. This heat exchanger serves the function of cooling the hot, compressed airwithout lowering its pressure, so that when the compressed air is thereafter expanded in the airmotor it is greatly reduced in temperature by the expansion. "I'hisheat ex outside of the refrigerating unit, and such cooling air in turn becomes substantially heated by exchange of heat. v

Another feature of the invention relates to the refrigerating "unit. Such operation will be; performed, for example, in extremely cold weather; at which time it is not only unnecessary to refrigerate the interior-of the car, but it actually becomes necessary at times to'warm the interior of the, carsufflciently to remove the chill in order to prevent freezing of the contents of the car. Such result may be performed by the use of the present apparatus optionally with a very slight change in. the connections for the .air system; It is also an object to provide means for filtering the air whichis drawn over the heatexchanger so that when' the same is delivered to.

the interior of the car it will be clean and filtered as in the case'ofrefrigeratedairr such operation is desired. It will be noted that I the refrigerated air delivered from the'air motor 75 has back of it a considerable pressure if necessary In connection with the refrigerating unit, it,

changer is cooled by 'a circulation of air from the the provision of an'larrangement whereby the,

Another feature in connection with the'fore going relates to the provision ofa fan or-the like for causing the circulation of theair over the vide the desired rapidity of circulation over the so that it is unnecessary to make special provision for insuring the flow of the same through and into the car body when the refrigeration system is being used. 4

Another feature of the invention relates to the provision of an arrangement whereby the mechanical power generated by the air motor in expanding the-air for refrigeration so as to take out the work of the same, is returned to the same shaft which drives the air compressor. By this means a considerable amount of power is regenerated and returned to the air compressor so that it is only-necessary for the car axle to supply an amount of power equal to the difference betweenthe requirements of the air compressor 'minus the power restored by the air motor. This will greatlyincrease the efficiency of .the machine as a refrigerator.

Other objects and uses of the invention will appear from a detailed description of the same, which consists in the features of construction and combination of parts hereinafter described and claimed. i In the drawings: v

Figure 1 shows'a'side elevation of the end por-' tion of a railway car; together with a truck proriesl the refrigerating unit, taken on the line 2-2 of Figure 1 looking in the direction indicated by the arrows, certain of the ducts of the car body being shown in dotted lines;

Figure 3 shows a' plan view ofa truck pro-' vided'with an 'end cradle which carries the refrigerating unit, the enclosing housing being cut away to show the interior elements of the, refrigerating unit to better advantage;

Figure'4 shows a cross-section through heat-exchanger of the refrigerating unit; taken on the lines 5-4 of Figures 3, 5, 6 and 11 looking in the direction indicated by the arrows, and on' enlarged scale as compared to' Figures 3 and 11; e I

Figure 5 shows a horizontal section through the heat-exchanger taken on the lines 5-5 of Figures 4 and 6 looking in the direction indicated by the arrows; Y i

Figure-6 shows a longitudinal section through 1 the heatexchanger taken on the lines 6-6 of Figures '4 and 5 looking in the direction indicated by-the arrows;

the V Figure 7 shows a developed crosssection through the air-motor at the position of the ports 7 taken on the line 1-1 of Figure 10 looking in the direction indicated by the arrows; .Figure 8 shows a longitudinal section through the air-pressureregulated cutout valve, on enlarged scale as 'compared to Figure 11;

-Flg ure 9' shows a longitudinal fragmentary section through a length of flexible air duct such as may'b'eused for connecting the refrigerating pressed and cooled air'is expanded-with consel quent' extraction of 'work and reduction of temperat'ure to the final stage, on enlarged scale as "compared with Figures 1, 2 and 11;

Figure-11 'shows a side elevation. of the refrigeratingunit of the cradle, with the air filters a direction changer whereby the shaft of the unitis always driven in the same direction irrespective of changes of the direction of car movement; a Figure shows across-section .on the line l5-.|5 of Figure 14 looking inrthe direction in- "dicated-by the arrows; and I Figure lfi shows a fragmentary cross-section onthe line l6--l6 of Figure 14 looking in the direction indicatedby the arrows. Referring first to Figures 1, 2 and 13; I have therein illustrated the features of the present inventionas being applied to a refrigerating c'ar..

'This'car has the sides 20 and 21-, roof 22, bottom 23 and ends 24 and 25. These parts are heat insulated in the usual manner, 'so that the car body constitutes ineffect a heat insulated enclosure or chamber. The sides are provided-with the usual doors, a portion of one being shown at 26. These doors are also heat insulated, and

7 provided with the usual latches or fixtures whereby they' are fastened in closed condition and. 5 when so closed, they complete the heat insulated enclosure of the body.

Inasmuch as the cold air for refrigerating the interior of this heat'insulated car body is derived from the exterior of such body, the entire spacerwithin' the body is available for receiving and 'retainingthe merchandise or commodities being shipped. under refrigeration. Consequently I there is no loss of space due to the presence of bunkers for ice or the like, nor is there any space required withinthe car body for accommodation 'of refrigerating apparatus. Furthermore, inasmuch as the refrigerating action is performed by introducing cold air into the body from a refrigeratingunit located outside of the car body,

said air flows upwards and through the car body,

50 thereby performing its refrigerating and ventilati'ng action, and it is unnecessary to provide any hatches .or openings in the roof of the car of ice in previous forms of refrigerator cars.

Extending along in thelower portion of the car are the cold air-ducts 21 and 28 which are located beneath the side walls of the car or close thereto and are preferably heat insulated so as to 60 prevent unnecessary loss of cooling emciency of the cold' air traveling in them. Extending upwardly from these ducts are the branch ducts 29. These are located close to the side walls and either within the sidewalls or close'to the inner faces 65 of said walls, as illustrated in Figure 2 in' partic- 1 ular. These branch ducts extend up the full height of the interior of the car body, or a portion of saidv height asillustrated, and may be provided with openings 3|; through which the cold v 70' air isdelivered into the interior of the car body.

These openings are conveniently made in the form of thin slots such as shown, and preferably said slots slant upwards as shown so that the cold air as delivered will naturally tend to settle down 75 into the lower part of the car space. As the cold 1 temperature.

air accumulates within the car space, it fills the latter and the warmer air is constantly displaced upwardly, until finally the entire interior" of the car body is filled with air. of the desired There are one or more vents provided in th upper portion of the car body through which the warmer air is displaced and delivered out of the car body. These vents may be of convenient form, and may be very simple since they serve merely'to ,allow a constant outward delivery of the warmer used airv from thecar body, such outward delivery being exactly in harmony with the introduction of the fresh, cold air from the refrigerating unit. The form of vents shown comprise cross ducts 3|, preferably two in number, extending across the'car body near the roof thereof and provided with openings 32 thru which the warmer air enters. The ends of these ducts 3| reach to the exterior of the car body, preferably terminating just outside of the walls 20 and 2|, and being provided with fix-. tures 33 on their outer ends. These fixtures 33 are preferably flattened out so that they provide the necessary cross-sectional areaof opening through which the air'is delivered to the outside of the car,"and at the same time they do not.

project materially beyond the face of the car wall and are accommodated beneath the eaves of the car roof 34. The result is that the warmer air is delivered out of the car close to the roof thereof.

In practice, the branch ducts '29 may be placed at whatever spacing is decided on, but usually they will be placed relatively close together throughout the length of the car. They can be made relatively small in size, since their number will provide the required amount of total crosssectional area for conduction. of the cold airin such volume as needed.

The central portions of the side ducts 21 and 28 are connected together by a cross duct 35,

preferably located under the-middle of thecar.

This duct 35 in turn receives cold air from. a duct 36 which extends to a point near one end of. the car body, and th'eentire supply of cold air is delivered through it. As shown in Fig. 9, the end of this duct 36 is provided with a flexible connection 31 which is in turn provided with an end nipple or sleeve 38 of tubing, which end nipple or sleeve may be connected into the proper connection for receiving the cold air.- The e fiexible connection 31 may be of any suitable masuch as are used for introduction .and adjustment more plies, either rubberized or waterproofed.

and preferably painted so as to make it more air-proof, and also .to reduce the-heat transmission, and preferably is reinforced by trans verse ribs 39 of stiff but'somewhat flexible ma- I terial such as thin steel or bamboo. Tubing such as the foregoing isavailable on the market. It will resist collapse' due to -all ordinary forces which it may encounter, but will flex sufficiently for the needs of the present use.

The truck at one end of the car is designated in .its entirety by the numeral 40. It is provided with' the side" bar extensions ll and 2 which carry the brackets 43 and M respectively. The

rods 45 and 46 reach downwardly from these brackets, and said rods extend across the truck from one side to the other, the upper ends of 4 the rods being pivotally connected to the respective brackets so that the rods can swing towards, and from the body of the truck. A plate 41 is carried by these rods 45 and 46 and 5 constitutes a platform orsupport for the refrigerating .unit.

K The cradle as a unit is drawn forwardly from the truck frame by means of springs 48 on rods '49, each of which carries an adjustment nut 50 against which the springs press. Theother end of each of the springs 48 presses against a bracket 5| extending downwardly from and forming an integral part of the side bar extensions.

4| and 42. The result is that the springs tend to draw the cradle outwardly from the truck frame. The purpose of this is to keep thedriving belt under parent.

On the cradle is mounted an air compressor designated in its entirety by the numeral 52. Thecompressor illustrated is of the two cylinder type, and it has theusual spring'seated inlet and delivery valves, thedetails of which need not be enlarged upon since .this compressor as an elementdoes not constitute; a portion of my invention, but only in'the various combinations hereinafterset forth. There is also an air motor 53 mounted on the cradle, preferably at the endopposite to that ofthe compressor. This air motor is of the two-cylinder, oscillating cylinder type in which the cylinders oscillate in proximity to stationary blocks through which the air is introduced to the cylinders, and from tension, as. will presently be apwhich the air discharged by the cylinders. is 1 taken. The motor cylinders 'are designated 54 down through the lower end of the cylinder; The

lower end of the-cylinder is closed so asv to provide bearings against which the rod 6| works, so that the swinging of'the rod back and forth due to rotation of the crank will cause the cylinder I to oscillate. Thepiston' rod 6| connects directly to the crank 62 onthe motor shaft 63. Each cylinder is also provided with a central port 64 in its upper end and" the block 56 or 51, as the case may be, is provided with corresponding inlet and exhaust ports Hand 56 connecting with the inlet and exhaust passages 61' and 68 in the block. Comparison 'of Figures 7 and 10 will show that with this arrangement, and assuming that the passage 61 is'for incoming'compressed air and the passage 68'for outgoing expanded air, and for clockwise rotation when viewed as in Figure 10, when the cylinder tilts to the position of the dottedl ines 69, the compressed air is introduced into the cylinder, forcing the piston downwardly, and as this takes place, the cylinder will presently straighten out to a position where theport will becovered, so that further introduction of compressed air will 'cease. The further downward moveme'ntof the piston will cause expansion of the air. Shortly after the cylinder reaches the vertical position, and the piston the bottom of its movement, the cylinder will tilt to the right sufliciently to bring the port 64 into communication with the port 66. Then as 1 the piston moves upwardly in the cylinder the -ered temperature, but with air will be delivered into the passage 68. Near the upper limit of movement, the cylinder will again swing over, thereby'closing the port 66,

and soon thereafter opening the .port 65 to repeat the action. i

Preferably the two cylinders 54 and 55 are placed in quartering or right angular relationship, but that is optional. Furthermore, the air motor illustrated is of the .single acting type but it may be connected to the motor and compressor shafts by suitable couplings or otherwise;

The shaft 10 is driven by the rotation of one of the truck axles as the car moves along. This is the axle 1|. The drive is effected byuseof a belt 12 and through the medium of a direction convertor to be presently explained. Preferably the belt 12. is of the V-type as best shown in Figure 14. This is for the reason, among other things, that this type of belt cannot be advantageously used by hobos and others for such-operations as repairing shoes, making shoe inserts, etc., since .it has been found that in many cases flat belts'used on cars have been thus tampered with and destroyed.

There is a heat exchanger 13 located between 'the'compressor 52 and the motor 53. .This heat exchanger is-provided with headers 14 and 15 connected together by the tubes 16, and the cooling air flows around these headers and tubes so as to cool the compressed air within them. For this purpose there are the cooling air headers 11 and 18 located at the sides of the tube group, so that the incoming, cooling air enters through the header 11, flows across the tubes,[

cooling them and receiving the heat of the compressed air, and the, cooling air then leaves through the header 18. V u v 'I'hereis a fan 19 placed on the shaft 10 which runs through the body of the heat exchanger,

and this fan works within a shroudv between the header 18 and the space around the tubes, so that the efliciency of the fan is improved and a better draftof the air flowing across the tubes isproduced. f H

The air for the compressor is'received into'the same through an inlet or supply pipe 8| of large size, and the compressed air from the compressor is delivered through the pressure pipe 82 of smaller size, since "the volume of the air has been'reduced by the act of compressing it. The air is also delivered through the pipe 82 at.- high temperaturedue to the compressing action. In

fact, in the case of a system operating with a compression of, say, 60,1bs. per square inch pres sure delivered by the compressor, the temperature ofthe delivered air "will probably approxi mate 300 F. or higher. This hot airis then'delivered to the heat exchanger where its temperature is lowered in an .amount depending largely on the temperature of thecooling air available;

Thus, for'example, in the case of outside air of a temperature of 'F.,' the compressed 'air in the tubes may be lowered to,'say,' F., and be delivered from the heat exchanger at thatiow its pressure still maintained at the full amount of '60 .lbs. per

square inch. The volume of the air will of course be reduced, depending en the amount of such cooling action.

The motor serves to take out the work from the compressed air of reduced temperature, and

- thereby lower the pressure of the air back to atmospheric pressure with corresponding lower ing of the sensible heat of the exhausted air. In fact, the temperature of the air delivered from the air motor will be very low, and in the case assumed above it may be as much as zero Fahrenheit or quite a number'of degrees below'zero. 10 Consequently, the air exhausting from the air motor will be at atmospheric pressure or slightly I above, sufficient to insure movement of the air through the ducts, and at a very low temperature. These conditions are ideal for introduc- 15 tion into the body of the car for refrigerating end fitting 38 of the flexible connection 31, so

that the'two parts 84 and 31 can be connected together merely by slipping these fittings together. They can likewise be disconnected very easily, but will remain in the connected condition -30 with sufiiciefi it force 'to insure proper operation until intentionally disconnected. In this connectionit will be noted that the air pressure existing in these pipes is so low that they will not readily blow apart.

It will be understood that the air motor naturally has a certain direction of rotation under its own power when'supplied with compressed air, and that when allowed to rotate in that direction it expands the air and delivers useful work 40 to the shaft 83. This work will be delivered back to the compressor, and will correspondingly reduce the amount of work and power which must be supplied to the unit by thebelt. The direction of rotation of the compressor may be the 45 sor will perform its compressing function in either direction of rotation.

Referring now particularly to Figures 14, 15 and 16, I shall describe in detail the means whereby the refrigerating unit is driven from the axle. The axle carries a pulley 86 by means of which the belt 12 is driven. One end of the compressor element is shown at 81 in Figure 1%. Secured thereto is the plate 88. Keyed to the shaft ure 16. This latter has the sockets 9| for the balls 92. These sockets and balls are so formed that a ring 93 surrounding them will lock to the shaft to drive the shaft when the ring is rotated inthe direction of the arrow of Figure 16, which may be called forward for purposes of illustration, Thus the ring 93 will directly drive 'the shaft'18-in the same direction asthe ring rotation for forward drive.

The ring 93 is connected to a plate 94 which has the sleeve 95 journaled on the shaft. I8, said sleeve 95 reaching outwardly along the shaft to a position outside of the casing to be presently described. v

There is a casing of cup form 98 which has its edge portion connected to theperiphery of the plate 88, and said casing then reaches ,down to same as that of the air motor, since the compres- I8 is' an element including a pinion 89 and a ball or roller clutch block 98, shown in detail in Figthe sleeve 95 carries a flange 98, the outer periphery of which carries the grooved ring 99 which receives the belt and is driven thereby.

The plate 94 also carries a series of backwardly reaching studs I88 upon which are journaled double pinion elements. Each of these includes the pinion elements IM and I8 the former being of smaller .size than the latter. The larger pinion elements I8I mesh with the pinion 89 which is keyed to the shaft I8.

The end plate 88, which is stationary, has an inwardly projecting hub member I82 which has the clutch sockets I83 receiving the clutch balls I84. There is a gear member I85 journaledon this hub member I82, and the balls of the clutch just referred to will engage the inner face of this gear member to lock thereto. The smaller pinion elements I8I mesh with this gear member I85. The clutch sockets I83 are so formed that they will clutch the balls I84 when the gear member I85 tends to rotate backwardly -that is, against the forward rotation already referred to, but

' will'allow the gear member I85 to turn freely in .As the. pinion elements I8I are constantly in' mesh with the gear 89, and since said gear is ro-' tating forward with the shaft and at the same speed as the studs I88, it follows thatthe pinion the position ofa ball bearing 91 whichjournals" 75 the casing to the sleeve 95. The outer end of ment, and no noise from them.

elemerits II II will maintain their intermesh with the gear 89 but without any relative meshing of these parts or movement between them so that they will all travelfforward but without any relative intermeshing of teeth. The same teeth of each of the pinion elements I8 will mainment 89. Furthermore,'it will be seen that under these conditions the pinion elements I8I will merely force the gear' and clutch member I85 forward, this being possible since the balls I84 will permit such forward movement withoutresistance, and the same teeth of each of the pinion elements I8I will maintain contact with the same teeth of the gear element I85. Thus, although the various gears and pinions are 5.1- ways in mesh, there is no intermovement between the intermeshing parts, and therefore there is no friction or wear of the gears during such move- On the other hand, assuming that the belt and pulley member 99 is driven backwards, the clutch member 93 will disengage from the clutch member 98 and allow the plate 94 to rotate backwardly with respect to the' shaft 18. This backward rotation of the plate 94 will carry with it the studs I88 and the pinion elements thereon. The resistance of the shaft I8 to rotation will at once cause the pinion elements I8 I b to rotate on the gear member 89, such rotation being backwards", and this in tum-will cause the pinion elements I8 I to press against the gear member I85, tending to turn the same .backtain contact with the same teeth of the gear elwards. Immediately said gear and clutch member I85 will be clutched by the ball and socket I minute as the belt is being driven backwards.

10 In other words, the device will operate to translate -a given number of backward rotations into an equal number of forward rotations. It will also be noted that the transition from forward to backward and vice versa will always take place almost immediately when the reversal of direc tion takes place, since the clutches can be so designed as to operate within a very small angu-y lar movement. It will also be noted that the casiing may be filled with oil or other lubricant up to 0 a level 'where the pinion elements I0l and I0I will dip into the' oi1 as they come around each time, thereby keeping the device always well lui bricated, and operating smoothly.

/ The pipes 82 and 83'have been spoken of as be- Y ing of small size, but this is merely relative, since.

these pipes may be smaller than the pipes 81 and 84 because theair in the pipes 82 and 83 is under heavy pressure. Actually, these pipes will be of such size as maybe proper, taking into consideration 'the volume of air under compression which is to be moved. r

It will also be noted that the heat exchanger constitutes in effect a reservoir within which there will accumulate a certain volume of air un- 5der compression. Since the air motor'commences to rotate as soon as the compressor, it follows that the air delivered from the compressor'would be drained away from the heat exchanger reservoir as fast as compressed, so that the pressure would 40 not be built up in the system, assuming that the air consuming capacity of the'air motor is as large as the air compressing capacitypf the compressor. I have therefore made special provision to insure building up of the pressure within the system to the desired pressure, before the com pressed air is allowed to commence delivery to the air motor, and for thereafter permitting and causing such delivery of the compressed ail-to the air motor as long as the desired pressure is maintained. The arrangement is such that in case of lowering of the pressure to a point below the desired minimum, the delivery ofair to the air motor will cease until the pressure is again built up to the proper amount.

5 Reference to- Figure 8 shows a control valve in more or less diagrammatic form, which will con trol the delivery'of the air to the air motor, saidvalve opening andclosing from time to time as necessary to permit the delivery of the air to the air motor within the "pressure limits desired.

This valve includes the valve member I06 (see Figure 8), which, when standing in the position of Figure 8, prevents flow of air along the pipe 88 in the direction of the arrows and therefore causes the pressure to build up onthe left hand side of said valve, namely, the compressor and heat exchanger side. There is a stem I01 to which the valve member I06 is connected, and

said stem reaches into the housing I08 where it carries a finger I09 by which'the stem isrocked back and forth to open and close the valve.

Freely mountedon the stem I0! is an arm I I0.

. A sylphon III is placed withinthe housing I08,

said sylphon-being anchored at its lower end where it receives the pipe or tube II2-which in turn connects with the entering portion of the pipe 83 on the compressor side. There is a spring H3 pressing against the free end of the arm I I0 and holding the same down against the movable end of the sylphon. The compression of this spring can be adjusted by means of a thumb the operation is as follows:

Assuming thepressure to the left side of the valve is below the lower limit of the device, the sylphon will be contracted and the parts will be in the position illustrated in Figure 8. As the pressure to the left hand side builds up, the sylphon will expand and move the arm H0 up with it against the spring I I3, until finally the spring passes the ,dead center position and the finger I 09will then be suddenly thrown over in a clockwise direction against the stop II6 so as fully to open the valve and allow free delivery of compressed air to the right hand side of the valve.

' Upon lowering of the pressure, the operation will reverse and the finger I09 will snap back against the stop Ill-the valve being fully closed. The device can be so designed that it will operate pressor filter is shown at II8, being located directly in front of the compressor. I havealso provided an air filter for removing dust and other foreign matter from the cooling air ,which is drawn into the heat exchanger bythe'fan 19,

' such filter being designated H9, and being located directly infront of the heat exchanger. The detailed construction of the filter I I9 is shown in Figures 4, 5 and 6, and isalso typical of the construction of the filter H8, which latter therefore does not require detailed description and illustration.

Referring to Figures 4, 5 and 6, the filter there- .within the desired limits of accuracy, and the range'of operation may be adjusted from time to in shown includes a layer or layers or thicknesses -,of such material as woolen or cotton batting or other material, preferably fibrous, which will permit the air to flow through but will remove the dust and other solid impurities. This layer or 'layers is shown at I20. It sets back against a fiange or. support I2I, shown in the form of an angle bar, such support being located within the housing ofthe filt'er, which,,in this case, comprises an extension of the header I-I. A strip I22 is set around the edge of the layer I20 and retains said layer effectively in place. Two or three layersof screening I23 are set against the strip I22 and are retained in place by the encircling strip I24, illustrated in the form of an angle v member having one of its legs overlying the edge portion of the screening. In order to protect the filter from direct action of rain, snow and other elements, I have provided a guard plate I24 which overlies the face of the filter, but 'the edges of thisguard plate are spaced away from'the edge portion of the filter proper so that the air can case the full volume of the cold air from the' ing of the filter in order to give access to the filter element and the screen.

When the guard plate has been removed, the screen I23 and the angleplate I24 maybe slipped away from the housing so as to give direct access to'the filter element I28 for cleaning the same. Such cleanirg can be accomplished by the use of a brush or a vacuum cleaner run over the surface of the element I28, since most of the dust and other solid matter will be deposited on the outer surface I thereof. I It will be noted that the cooling air which flows over the tubes I6 of the heat, exchanger 'will be heated thereby, so that the air delivered throughthe header I8 will be hot. In some cases it may be desired to supply heated air to the interior of the car bodyas,-for example, in extremely cold weather-in order to prevent freezing of the con-. tents of the car. I have therefore provided a delivery connection I leading from the header I8 25 so that the heated air from the heat exchanger will flow out through this connection I25 This connection I25 is also provided with an end fix-' I35. The cold air from theair motor will then be 1 delivered to the outside atmosphere and the, heat ed air from the heat exchanger will be delivered to the interior of the car body.

Any moisture or condensation collecting within the heat exchangerwill collect in the bottom of the headers and may be drawn off from time to time through the pet cock I21 shown in Figure 4. A suitable'h'ousing or-guard may be provided around the compressor, motor, and other elements, the same being designated by the numeral-I28. If desired, this housing, or portions thereof, may 45 be heat-insulated, or, in some cases, it may be de- .sirable to heat-insulate the cylinders and other portions of the air motor, since the same will run cold, Similarly, the various ducts andzpassages which carry cold air may be advantageously heatinsulated to the necessary degree;

It may be desirable to provide for automatic regulatibn of the temperature within the car body. In this connection, it will be noted that the rate. of cold air delivery into the car body will be dependent on the rate of cartravel, in

air motor is constantly delivered into the car body. I have provided a :valve I 29 in the duct or passage '36, said valve including a side delivery' connection I30 through which thelair or a portion of the air flowing from the-refrigerating unit 4 I may be delivered to the outside atmosphere.. This valve I29 is connected to a thermostat I'3I located ing of the valve I29 will be controlled by the temperature within the car body. When the temperature is above a predetermined amount, the valve I29 delivers the full volume of air into the car body, but when the temperature falls below such amount the'valve I29 delivers a portion or all of the coldair to the outside atmosphere instead of into the car body, therefore decreasng 7 the cooling action to the proper amount.

of the car with heated air, the nipple, 38 on the within the car body at the desired point, such con- It will be noted that the connection 31 is flexible so that it may take up for truck movements,

and may be so proportioned that it may be turned out to reach beyond the side of the car body and be'conneoted to a pre-cooling plant. In Figure 12, I have shown several cars numbered I33, I34

- and I35 located on the track I36 within or alongside of the housing I31. There is diagrammatically shown the refrigerating plant I38 which delivers cold air to the main I39, and said main is provided with connections I40, MI and I42 corresponding to the various cars which are to be simultaneously pre-cooled. Each of these connections includes a valve I43 which delivers the cold air through a flexible connection or extension I44.

The extensions I44 are provided with fixtures I45 to receive the nipples or sleeves 38 of the flexible connections 31 of the respective cars. The arrangement is therefore such that the refrigerating ducts of the several cars can be conair in each car will displace the warmer air therefrom through the ducts 3| and the vent fixtures 33 near the roof of, the car.

As soon as the pre-cooling operation has been completed, the nipples 38 of the different connections 3! of the cars may be withdrawn from the pipes I44, the valves I43 having been closed, and then the nipples 38 may be connected into the cold air delivery fixtures 85 of the respective cars and the'train maybe sent out on the road and the refrigerating action will proceed in each car to maintain the temperature thereof at the desired low point. during'this pre-cooling operation, there is no wastage of the cooling action by cooling unnecessary portions of the cars, since the only portion of each car subjected to the cooling action is the interior thereof, including the contents which should be cooled. Furthermore, this precooling action proceeds in the same way, as far as the interior of the car is concerned, asthe subsequent normal cooling action when on the road.

It will also be noted-that the fan I9 should always rotate in the same direction irrespective of the direction of car travel. This result is also obtained by use of the direction changer which causes the shaft I0 always to rotatein the same direction irrespective of direction of car travel.

I wish to point out the fact that as far'as the "features of the invention are concerned,they may It is especially noted that especially intended for refrigerating car construction and refrigeration, but certain of the features hereinset forth may also be used to advantage for the refrigeration of other kinds and types of cars than refrigerating cars. It is noted that the arrangement is one in which the refrigerat-- ing action within the car is provided by actually introducing into the body of the car a supply of fresh air from the outside which is cooled by direct expansion and without the need of inter-,-

-posing' refrigerating units wherein the cold is produced by a medium such as ammonia or suluse for various reasonaeome of which have been phur dioxide or carbon dioxide or the like, and

under pressure introduced into the body of the car'itself, but the air is fully expanded back to what is practically atmospheric pressure before,

it is introduced into the car body. This eliminates the need .of using pipes in the car which are capable of withstanding high pressures for which they must be sealed.

While I have herein shown and described only certain embodiments of my present invention,

still I do not intend'to limit myself thereto except as I may do so in the claims.

What I claim is:-

' 1. Means for delivering a supply of cooled air comprising a compressor, a heat exchanger having compressed air passages and also having cooling air passages, an air motor, connections from the air compressor to the compressed air passages of the heat exchanger and from the compressed air passages of the heat exchanger to the air motor, and means in said last named connections for interrupting flow'oi compressed air from the heat exchanger passages to the air motor when the pressure/within the compressed air passages of the heat exchanger is less than a certain amdunt, substantially as described.

2. Means for delivering a supply oi cooled air comprising an air compressor, an air motor, means for cooling the compressed air, connections between the air compressor and the air motor for delivery of a supply of compressed air from the one to the other, and means in said connections for discontinuing such supply of compressed air when the pressure of the air in -said connections is less than a predetermined amount, substantially as describedl 3. Means for delivering a supply of cooled air comprising an air compressor, an'air motor, con

nections from the compressor to the air motor for delivering the compressed air from the one to the other, and means in said connections for discontinuing delivery of'the air to themotor when the pressure within said connections is less than a predetermined amount. substantially as. described. i

4. Means for cooling and conditioning air comprising an air compressor having a low pressure inlet connection and a high pressure delivery connection, an air motor having a high pressure inlet connection and a low pressure delivery connection, means for transferring high, pressure air from the compressor delivery connection to the motor inlet connection including a heat exchanger for cooling the pressure air without loss of pressure and with'precipitation of moisture and a cut-01f valve, means for automatically operating said cut-off valve to discontinue delivery of pressure air from the heat exchanger to the motor below a selected pressure, and a connection for delivery of condensation moisture from the heat exchanger, substantially as described.

5. Means for delivering a supply of cooled air to a vehicle comprising an air motor and an air compressor mounted upon a truck of the vehicle and upon a common shaft for simultaneous operation; connections between the delivery side of the air compressor and the inlet side of the air motor, a'heat exchanger in said connection between said compressor and motor, and 4 control means between said heat exchanger and motor forautomatically discontinuing delivery of compressed air below a predetermined pressure whereby to initially build up-and maintain the -means carried by the body of the vehicle and actuated to deliver a given volume of cooled airto the vehicle when the temperature is above a predetermined thermostatic setting and a portion or all of such air to the outside atmosphere when the temperature falls below said thermostatic setting.

Y 'I'HOMASA. BANNING, Jir. 

